Attachment for gas-engines.



A. BE CLAERMONT.

ATTACHMENT TOR GAS ENGINES,

APPLICATION FXLEI) JUNEIZ, 1914-.

Patented July 3, 1917.

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I APPLICATION FILED JUNE 2, I914- 1 3l Patented J uly 3, 1917..

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ATKWACHIVEEB'FT FOR G-ASENGIHES.

, To all whom it may concern:

Be it known that .l, Aoonro on Cmmnonn citizen of the United States; residing at Tcledo, in the county of Lucas and State of Ohio, he ve invented certain new and use ful Improvements in Attachments for-Ges- Engines, of which the following is a specifica-tion. 1 My present invention relates to a new and improved attachment for internal combustion engines and has for its primary object the provision of an attachment capable of being operated in an number of different ways for a number of Widely difi'ering pun poses,

More specifically; theprnnary object of my present invention consists in the provision of an attachment for supplying edditioncl air to the cylinders of an intei'nel combustion engine of the multiple cylinder type, such as is commonly employed npon self-propelled vehicles, so orranged'thct tbc additional air supplied will be admitted'to' the cylinders at points adjecent'tbe intake valves thereof instead of being admitted into the csrbnr'eter or intake manifold and thus indirectlyfinto the cylinders; as is now the custoim At this point, it should. be

" noted thetios result of e prolonged and careful series of tests, I have learned that,

although admission of eir directly into the insnifold-qfan internal combustion engine,

' proved, types of cerbureters, add tional sir so SHPPllBd iSQf butlittle, any, benefit.

I have also found that 1f bet a. 1 be supplied produced edventsgeous results with the eerlier and neihcient terms of cerburetere on the market, With the more recent and 1md ii'ectly into the valve chambers of the engine cylinders, as carried out by 111}; present ivention, this air immediately expands, doe totli'e heat of the cylinders, thoroughly mixing with the gasolene vapor dravvninto the valve chambers through the intake manifold leedingirom the cel'blireter, causing the engine tor'mm at more than twice the speed when running idly and resulting in about twenty-five per cent. extra eiliciency in the development of actual power when the engins is under load. I have further found that the efficiency of the power plant is in creased in proportion to the proximity of the air supply to the intake valves of the engine cylinders. l

-A still further object of my invention con- Specification of Kettcrs Petcnt.

implication filed June 55, 1914i. Satellite. 8453,4288.

sists in the provision of an appliance of the above described character which. may also be utilized in supplying a ,deca-rbonizing fluid or mixture to the engine cylinders for the purpose of removing carbon from the cylinders and pistons In this connection, a more specific object of my invention consists in so arren 'ng the appliance or engine attachment that in multiple cylinder engines, this clecarbonizing fluid may be supplied to one or more pairs ot' engine cyl: inders, the spar}; plugs of which have been electrically disconnected from the ignition system, While the engine is run idly by the remaining cylinders. This is a distinct advantage as it is thus possible to remove the v A still further object of my invention is I to provide an attachment for explosive engins capable of accomplishing the above objects and also so arranged that it may be utilized-for lubricating the engine cylinders and their pistons after they have been freed from carbon, the arrangement being such that certain of the cylinders may be lubricated Without any explosions occurring in such cylinders, the engine being driven in the meantime by the remaining cylinder". l Vith my improved device, the lubricating oil may drawn into cleaned cylinders is slowly as desired to lubricate the cylinders and pistons which have been freed from'luln'iceting oil by the action of the kerosene, perfect lubrication of the Walls of the cylinders and of the pistons without burning out of the lubricant being thereby attained. v l

A still further object of my present invention consists i the provision of an appliance or apparatus for carrying out the above objects which is also capable. of being employed for priming engine cylinders when starting the engine in cold Weather. By employing my improved appliance as a means for priming the cylinders, the crude gesolene or mixture of gasolcne and ether, or either as preferred, instead of being introduced directly into the cylinders, is introduced gradually and. during cranking ot' the engine'into the intake'valve chambers and drawn into the engine only by the air drawn in through the en 'ine manifold, re-

sulting in filling the cylinders with a heavily vaporized and rich mixture.

With these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

In the drawings:

Figure 1 is a side elevation of a conventional form of four-cylinder internal combastion engine, showing my improved appliance attached thereto, portions of the ve hicle driven by the engine being shown in section in order to disclose the parts;

Fig. 2 is a transverse sectional view taken on the line 2-2 of Fig. 1-

Fig. 3 is a similar view illustrating a slightly modified form of construction;

Fig. 4 is a detail front clevational view, partially in section, showing the arrangement of valves controlling the operation of the appliance.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

In order to insure a full and accurate un-' derstandingof my invention, its application and method of employment, I have illustrated it in connection with a conventional form of fourcylinder internal combustion engine 10 having the usual intake manifold 11 leading from a conventional carbureter l2 and the exhaust manifold 13. In present gas engine construction the branches 14; of the intake manifold 11 terminate in peripheral flanges 15 perforated to receive machine bolts 16 which are threaded into the cylinder walls 17 to connect such manifold branches to the intake ports 18 of the engine cylinders, a soft metallic packing ring or gasket it) being interposed between the manifold flange and engine cylinder to insure a fluid tight connection.

In the preferred embodiment of my invention, I provide an additional air supply pipe 20, one end ortion of which is wound or roiled about t e exhaust manifold 13 of the engine and the other end of which is connected to an intake port 21 of the valve casing 22 ot' a valve 23 of the turn plug type. This valve casing is provided with a longitudinally extending passagaQi, with ,which the port 21 communicates and the valve proper 25 is mounted to control message of fluid through the passage 24. That end of the valve casing, adjacentthe inlet port 21, is counterhored and threaded as shown at 26 to receive the threaded rod a second valve casing 27 of the turn plug type having a valve 28 adapted to open and close its longitudinal liuid passage 2!), \Vlllr-li passage commuuiratcs with the passage ll of the valve 27 is counterloored and threaded as shown at 30 to receive the priming cup 31.

A T-coupling 32 connects valves 33 and 3%, both of the turn plug type, and the stem portion of this T-coupliug is threaded into the other end of the valve casing 22 of the valve 23. A pipe 35 leads from the cut-off valve 33 through an opening or perforation 86 formed in one of the gaskets 19, and has its free end directed inwardly, at right)" angles, to a point adjacent the intake valves 37 of the cylinders fed through that branch of the manifold leading to the port 18. In like manner, a. pipe 38 leads from the valve 3i through the gasket between the other manifold branch and the other pair of cylinders and has its inner end directed inwardly into close proximity with the intake valves of such cylinders.

It will of course be understood that in case of a two-cylinder engine, but a single pipe will be led from the valve 23, passing from this valve directly to the chamber of the intake valves of the cylinders, being pip vidcd intermediate its length with a cut-oil valve. Again, in case of a six-cylinder engine, a third pipe will be led from the pipe 32 and provided with a cut-offvalve, this pipo communicating with the valve chamber of the third pair of engine cylinders. It is thought however, that the showing and description above made will be sullicient to permit any one skilled in the art to apply the device to engines having any number of cylinders, and that for this reason, any illustration of such application to such engines is unnecessary.

In Fig. 3 of the drawings I have illustrated a slightly modified form of-structure which may be employed in case the askets 19', inter iosed between the manifold branches 1i anc the cylinder casings 17', are of such material or so thin that it is impossible to lead the air pipes through 1 them. If such is the case, the air pipes, as

shown b the illustration of the air pipe 38, are ed through the walls of the mani fold branches and extended through the manifold branches and intake ports of the 11! With this slight distinction, the construe. I.

cylinders to points adj aocnt the intake valves.

tion illustrated in Fig. 3 is identical with that previously described.

At this point it might be well to note that their-0e, end of the air pipe 203s extended downwardly somewhat below the exhaust manifold, for a reason which will be later explained. and that such end is covered by a.

'23. The opposite end of this valve casing preferably formed either of copper or brass 13'.)

and connected tothe gaskets or manifold, as the case may be, by solderless joints to pen mit readily application and adjustment.

' My improved attachment for internal combustion engines is, of course, primarily employed as a means for supplying additional air to the engine cylinders and I will therefore first describe its operation when so used. Under ordinary engine running conditions, the valve 28 is closed, the valve'25 and valves 33 and at being opened. The suction in the engine cylinders draws air in through the screened end of the pipe 20,

through the open valve 23, into the branch (ill pipes 35 and Miami into the intake valve chambers of the various cylinders. After engine has been running for a short time, the exhaust manifold becomes heated and from then on, the air drawn in to the cylinders in this manner is highly heated while passing through that portion of the pipe wound about the exhaust manifold Any desired amount of air may be supplied by proper regulation of the valve and for this purpose I usually provide an operating rod 10 leading from the handle of the valve 23 through the dash 41 of the vehicle in order that the driver may readily control the valve from his seat.

Under some circumstances it is found that, due to difierences in compression in the various cylinders of the engine, less air should be supplied to one pair of cylinders than to the other: If this is the case, permanent adjustment for this purpose may be accomplished 1) partially closing one or the other of the va ves 33 and 34:, as the case may be.

When carbon deposits are to be removed from the cylinders, the engine is first run a sufiioicnt length of time to become thoroughly heated, after which the valves 23 and 9.8 are both closed, as also are the valves 33 and 34. A bottle or other suitable container, filled with any desired deoarbonizing liquid, such as coal oil, ora mixture of coal oil and alcohol, is then held in such a manner that the downwardly extending free end of the pipe '20 will be submerged in the liquid With the enginestill running and the valve 23 open, one of the" valves 33 or 34: is partially opened to permit the suction of the engine to gradually draw the decarbonizing liquid through the pipe 20 and that branch pipe, the valve of which is open, into the two cylinders with which that pipe communicates. During this opera tion,'the wires leading to the spark plugs of the cylinders being cleaned are d1sconi'iected so that no explosion shall occur in such cylinders, the engine running i ly upon its ren'iaininp; cylinders. Itwill of course be understood that the spark be disconnected as explosions occur-111g 1n plugs need not thc cylinders during their cleaning will not materially interfere w th the removal of carbon. If they are not disconnected, all cylinders may be cleaned at once, if desired, by opening all of the valves in the various branches lea-din to the cylinders. The cleaning fluid, during its passage through the pipe 20, is of course highly heated and therefore reachesthe engine cylinders in iltS most eflicient form.

After the cylinders have been cleaned, they should be lubricated as the coal oil not only removes the carbon deposits but also cuts whatever lubricating oil may be in the cylinders. To accomplish this, a small quantity of lubricating oil is turned into the priming cup 31 and both the valves 23 and 28-opened in orderto permit this oil to pass slowly into the branch pipes 35 and 38, one ofthe valves 33 being first opened while the other is closed to lubricate one pair of cylinders and then closed and the other opened to lubricate the other pair cylinders. The best results are obtained it the cylinders being lubricated have their spark plugs disconnected to prevent explosions during treatment. It s for this reason that I prefer to lubricate the cylinders in'pairs rather than all at the same time.

When the device or appliance is employed for priming purposes, a small amount of gasolene, or gaso'lene and ether, is poured into the priming cup and the valves 23, 28,

33and 34 all opened to permit this priming liquid to run into the valve chambers of the cylinders. The valves 23 and 28 are then both'closcd to shut oil supply of air through the system and the car cranked in the usualv manner, the Weak explosive mixture drawn through the manifold. from the carburetor passing over the priming liquid in. the valve chambers is greatly enriched at this point and upon its entry into the cylinders proper is sufiiciently rich to insure proper explosion.

It will of course be understood that I do not wish to be limited to the specific details of construction, illustrated and described, as various changes, Within the scope of the appended claims, may be made at any time without in the slightest degree departing from the spirit of my invention.

Having thus described the invention, what is claimed as new is:

1. In a device of the character described, the combination with the casing of an internal combustion engine cylinder havinga valve chamber, an inlet valve in. the chamber and an inlet port communicating with the chamber, of an intake manifold, a gasket positioned between the manifold and cylinengine having its cylinders cast in pairs,

each pair including a valve chamber and inlet valves located in the chambers,'of an intake'manifold having branches communicating with the valve chambers, gaskets being interposed between the branches of the manifold and the cylinders, air supply pipes led through openings formed in the gaskets and terminating at their inner ends adjacent the valves, :1 T-coupling joining such pipes, cutoff valves interposed in such pipes, a cut-ofi' valve carried by the stem of the T-coupling,

a priming cup communicating with the said.

latter cut-elf valve and itself having a valve, and an air supply pipe leading from that valve with which the priming cup communicatcs.

3. A device of the character described including gaskets adapted to be interposed between the branches of an intake manifold and the engine cylinders and each formed with a radial opening, air supply pipes led through the radial openings formed in the gaskets, a coupling joining such pipes, cut off valves interposed one in each pipe, :1 priming cup communicating with the coupling, a cut off valve controlling passage from the priming cup, an air supply pipe communicating with the coupling, and a valve in such pipe.

In testimony whereof I afiix my signature in presence of two witnesses.

ADDLFO DE GLAIRMONT. [L. 8.] 

